The Toyota Motor Company takes a lot of flak for putting out rather bland, vanilla vehicles. However, the mere fact that they sit atop the heap as the largest auto manufacturer in the world proves that the majority of consumers seem to have a taste for vanilla.

Establishing a catalogue of vehicles broad enough to appeal to all sectors of the automotive marketplace in major markets across the globe was the key to the company’s massive growth.

Scion, Toyota’s value brand in North America, was conjured up by the bean counters to market a line of small, fuel-efficient vehicles to urban hipsters and college kids. Scion’s initial offerings included a simple coupe (Tc), a five-door hatch (xD) and a boxy people hauler (xB), and all were designed to offer basic equipment and be budget friendly. The smallest member of the family, the iQ micro car, arrived for model year 2011. Initially, Scion models proved popular with young buyers who treated them like blank canvases upon which they could add their own aftermarket accessories, audio systems, body kits and wheels. However, there was no escaping the fact that the cars were rather weak in the performance and handling departments.

In an effort to add some spark to the mix Toyota initiated the Toyota 86 program with Fuji Heavy Industries (Subaru). This intriguing partnership led to the production of two new compact sports coupes aimed directly at the North American market — the Scion FR-S and the Subaru BR-Z. The two cars share a platform and the majority of mechanical bits, so performance is on par. Subtle styling cues inside and out, and slight differences in standard equipment are what set them apart.

2013 Subaru BRZ and Scion FR-S.Nick Tragianis /
Postmedia News

The subject of this review is the latest variant of the Scion FR-S. The moniker is derived from a description of its platform — Front-engine, Rear-wheel-drive, Sport.

Launched for 2013, the FR-S features a naturally aspirated four-cylinder engine fitted with both direct and port fuel injection. This compact power plant was designed by Subaru, so it should come as no surprise that it is a horizontally opposed, boxer design.

The D-4S engine produces 200-horsepower and 151 lb.-ft. of torque, and redlines at a very healthy 7,400 rpm. This durable little engine idles rough, and generates a sound just like the four-banger that provided my first car — a 1981 Datsun King Cab 4X4 truck — its source of motivation back in the early 1980s. Luckily, the exhaust note improves when you apply a heavy foot to the gas pedal and explore the upper limits of the tachometer. That being said, sprints from a standing start to 100 km/h can be executed in 7.3 seconds.

2013 Scion FR-S.Nick Tragianis /
Driving

While not exceptionally quick, the clamber of the mechanical fury taking place under the long hood creates an atmosphere that makes it feel like you are travelling much faster.

The Scion FR-S comes equipped with a six-speed, short-throw manual transmission as standard equipment, but a six-speed automatic with paddle shifters and Dynamic Rev Management is available as an option ($1,180). Urban commuters might want to splurge for the slush-box, but I thoroughly enjoyed rowing my own gears during my time with the car. I would be remiss if I did not point out that the gearshift felt somewhat clunky in my test vehicle, but the car was brand new and had very low kilometres. I am certain that the motion of the lever will become more fluid as the gearbox breaks in with more use.

Handling is this car’s strong point. The rear-wheel drive layout and lightweight (1,251 kilograms) hearken back to the legendary sports cars of the past, and help deliver a very entertaining driving experience. The electric power steering feels precise and true, but with a little extra effort you can initiate enough tail wag to drift through tight radius turns.

2013 Scion FR-S.Nick Tragianis /
Postmedia News

Surprisingly, body roll is minimal, largely due to the car’s low centre of gravity. The driver’s seat offers enough side bolster to hold your torso in place during aggressive driving manoeuvres, but taller individuals will find themselves having to dial in a little recline to enhance outward vision and keep their head from making contact with the ceiling.

The passenger compartment is cosy for two up front, but the rear seating area is best reserved for groceries and gym bags. The rear seatbacks fold flat to allow larger items to be transported in the trunk, increasing the cargo capacity to 196 litres.

The suspension on the FR-S is a MacPherson strut setup up front, and a double wishbone type in the rear. This combination is quite firm, but the overall ride was pleasant.

2013 Scion FR-S.Alexandra Straub /
for PNG

Enthusiast drivers will find that the FR-S communicates its intentions through the seat of your pants, much like in a dedicated track car. This is especially the case when you operate the car’s stability control system in track mode.

Performance cars are only as good as their braking systems, so the engineers at Scion have mounted oversized, ventilated, disc brakes in all four corners to help keep enthusiasm in check. Stops from triple-digit speeds were short and drama free, as overall handling was predictable and the brakes remained fade-free.

Toyota has decided to keep things simple, as that is the Scion way, so there are few options available.

2013 Scion FR-S.Derek McNaughton /
Postmedia News

Popular choices will include a rear spoiler, fog lights, and a Bongiovi Acoustics DPS digital audio system.

My choice would be the TRD exhaust system, which I assume will give the FR-S the throaty growl that is currently missing.

At $26,450, the Scion FR-S is one of the most affordable performance automobiles in Canada.